Association of Railroad Passengers NEWSLETTER REPORT April 16, 2001 Published Bi-Monthly. PO Box 7305, Freehold, N.J. 07728-7305

SNJLRT TRENTON EXTENSION PLANS ADVANCE Foes of Southern New Jersey Light Rail Transit (SNJLRT) have been slow to acknowledge that light rail is coming; many continue to fight the last war. That’s great news for Trenton and Mercer county officials, New Jersey Transit, and NJ-ARP, all moving to grow SNJLRT even more. The latest effort: plans to extend SNJLRT north (or west) of NJT’s Trenton Station on the Northeast Corridor with a “Capitol Extension” to the state capitol building. On Tuesday, April 10, NJ-ARP Director James Ciacciarelli participated in an informal workshop on the Trenton extension, exploring... Options, Potential Problems, and Station Sites for New Extension: Current plans call for a 1.3-mile extension running north on Clinton Avenue, then west on State Street, with SNLRT running in mixed traffic; the route was chosen from up to 40 potential alignments, according to NJ Transit officials. Three stations are envisioned: one at the federal courthouse, a second along the pedestrian mall segment of State Street, and a third in front of the state capitol building (or “Statehouse”) itself. Business and property owners along State Street have been contacted and consulted with by NJT, in an effort to identify potential problems with construction and/or operations, and NJT has publicized its SNJLRT information number (888-313-6989). For NJ-ARP ’s part, Ciacciarelli tested the... Interest in, and Fear of, Street Running in the State Capital: NJ-ARP, almost alone, has long insisted SNJLRT, because it is LRT, had the flexibility (and federal tolerance) to run in city streets in both Camden and Trenton, providing true downtown access. (While diesel-multiple-unit trains could, theoretically, do the same, the Federal Railroad Administration has actively discouraged DMU street running in the United States.) NJ-ARP ’s Ciacciarelli tested the acceptance level of street running, finding that much of the interest is in re-opening the current pedestrian mall to auto traffic; presumably, SNJLRT would be welcomed through the door, as well. But SNJLRT’s welcome into Trenton proper seems... Limited to Statehouse Terminus; No Push to West Yet Seen: Ciacciarelli inquired about access to the , currently served by SEPTA and possibly to be served by NJT’s future West Trenton Line service. Interest appears muted, at best. “Give us the money and we’ll build it,” one NJT officer quipped, while acknowledging that NJT had not contacted local officials in Ewing Township, where the West Trenton Station is located – in NJ-ARP ’s view, an opportunity that should not be missed. NJT’s conservatism can be forgiven in part, since... Funds for the Current ‘Capitol Extension’ Plan Itself Must Be Identified: SNJLRT supporters (including NJ-ARP) took a gamble in the late 1990s – we still think it was a good one – in opting for reliance on the state to fund the project; it’s enabled SNJLRT to advance rapidly. But any gamble carries risks, and any extension of SNJLRT may be captive to the same reliance on New Jersey to advance it. That’s problematic, since the state’s debt load has become a hot political issue. Federal funding? The Bush Administration has proposed reducing federal capital fund- sharing percentages for transit from 80 percent to 50 percent – shades of the bad old days! (But no comparable punishment for highway construction, please note; ah, the joys of “free market” transportation!) On the plus side, the... State Seems ‘In for a Penny, In for a Pound’: Several voices at this year’s TransAction Conference in Atlantic City (April 10-12), both from NJ Transit and from the state Department of Transportation, commented publicly that New Jersey will commit to a Trenton extension of SNJLRT fairly soon. One high-placed DOT official at TransAction publicly suggested such a commitment could come by as early as this summer. The courage to commit to the extension is encouraging, given the flak the current project continues to take from anti-rail partisans and the “cold-shoulder” treatment delivered by nominal rail supporters. But at TransAction, state officials and NJ-ARP traded notes on... Economic Development Patterns Already Shifting, Changing: SNJLRT NIMBYs have ridiculed Burlington County’s economic development ideas for SNJLRT from every angle possible – and yet changes are already occurring, as developers (not DOT or NJ-ARP) express interest in (or commit to) real estate projects along the county’s waterfront. “Walk to station” has become a potent economic force even as SNJLRT construction proceeds (and despite setbacks such as toppling bridges, occurring in early April). DOT and NJ-ARP officials traded notes at TransAction on who’s expected to arrive where on SNJLRT ... and how such economic growth could be similarly encouraged in Trenton with the SNJLRT extension. Indeed, the ... Ridership Potential, Political Visibility of the Extension Could Prove Decisive: Trenton is the state capital, and state legislative officials likely can be persuaded that a (hyperbole, please) “world-class” transit system should grace the city’s streets. The political motivation, while misplaced, would arrive at the correct conclusion nonetheless: NJ-ARP believes ridership potential, including scores of state government employees, would be bolstered significantly if SNJLRT penetrated Trenton’s office center directly (and we don’t discount the potential already lined up with the existing system). New Jersey Association of Railroad Passengers NEWSLETTER REPORT April 16, 2001 Page 2

PRESIDENT’S PERSPECTIVE NJ-ARP DIRECTORS by Leonard Resto and OFFICERS, 2001 Home Rule Strikes Out NJ-ARP OFFICE/NORTH By now, many NJ-ARP members have adjusted and adapted to a new anti-rail tactic: 1219 Garden Street the cry from opponents that passenger rail service “will create sprawl and reduce the Hoboken, NJ 07030 201-963-8979 (all times) quality of our lives.” Few things could be further from the reality. Douglas John Bowen, Director New Jersey is in a congestion mess, in large part, because of a combination of no zoning and poor zoning decisions. That’s allowed uncontrolled growth and expansion NJ-ARP OFFICE/SOUTH 22 Hartford Road in areas that have been ill-prepared to manage and sustain the results of the growth. Medford, NJ 08055 Results include overburdened school systems, inadequate sewer lines, nonexistent 609-654-5852 (eves only) or under-utilized rail, and a road system never meant to handle the type of traffic Carol Ann Thomas, Director common today. It all falls neatly under the “Home Rule.” For those of you fairly new to New Jersey, ◆ ◆ ◆ ◆ ◆ home rule has been a mainstay of governance since early in the last century. It pretty much allows municipalities freedom to decide what goes on within its own borders. This NJ-ARP TELEPHONE HOTLINE sounds noble enough. But the reality is less so: Decisions within a town’s walls seriously Available 24 Hours; affect neighboring areas. Updated on Sundays Case in point: the recent building of 500 townhouses on North Passaic Avenue in 201-963-8979 (all times) Florham Park. Florham Park borders Chatham Borough. Along North Passaic Avenue NJ-ARP INTERNET HOTLINE in Florham Park is a large stretch of swampland, undisturbed until now. Florham Park http://www.nj-arp.org/hotline.html has allowed 500 townhouses to be built right at the Chatham Borough border. The NJ-ARP INTERNET INFO problem is that it is much closer and easier to get highway access by coming through http://www.nj-arp.org Chatham Borough rather than back-tracking thorough Florham Park. Florham Park Robert Scheurle, Webmaster reaps the benefits of additional tax revenue while Chatham Borough sows the downside of additional traffic and pollution. All this courtesy of home rule. And it’s hardly an isolated example. ◆ ◆ ◆ ◆ ◆ Can this ever change? In a little-noticed action last month, Assemblyman Alex Leonard Resto, President DeCroce (R-36), chairman of the state Assembly Transportation Committee, put forth 973-635-5373 (all times) an idea to help end this zoning idiocy and help ease traffic congestion. He proposes Douglas John Bowen, Vice President setting up Transportation Enhancement Districts (TEDs). The TEDs would finally have 212-714-6969 (days) towns recognize that all local actions have consequences elsewhere. Under the TED 201-798-6137 (eves) concept, local towns would get together to discuss how actions within one town would William R. Wright, Secretary affect another’s traffic. Decisions would then be made accordingly. 908-272-5968 (all times) The TED concept is a first step toward developing a regional approach to zoning and William P. Armstrong, Treasurer the transportation needs of an area. From NJ-ARP’s vantage point, rail provides the 732-919-3660 (eves only) greatest “bang for the buck” in reducing traffic congestion in all areas. Growth will come Jim Ciacciarelli, Director or not come depending upon the zoning decisions made – not because rail got there! At 732-574-2577 (all times) some point, we have to realize that home rule is an idea whose time has come – 1and gone. Daniel Kerwin, Director 732-296-1985 (eves) A regional approach can make government more efficient, reduce expenses (and thus Albert L. Papp, Jr., Director taxes), and get New Jersey out of the congestion mess our well-intentioned forbears have 908-647-6659 (all times) left for us to solve. Carol Ann Thomas, Director DeCroce has indicated public hearings on this plan will be held later this year. 856-642-3800 (days) NJ-ARP will keep a close eye on this measure, and we plan to testify in support of the 609-654-5852 (eves) idea. It is likely to become an issue in the gubernatorial campaign. As an NJ-ARP member, and as an individual taxpayer and voter, you can help, too: Contact your ◆ ◆ ◆ ◆ ◆ legislative officials in support of this concept. If you have any questions or would like to speak with me about this idea, please do feel free to call. My phone number Tim Apgar, Sussex liaison is 973-635-5373 and I can always be reached at [email protected] via e-mail. 908-668-5000, x5485 (all times) Orrin Getz, Rockland liaison 845-638-4494 (eves) NJ-ARP NEWSLETTER REPORT Paul Mulligan, Cape May liaison 732-382-8269 (eves) Editor: Douglas John Bowen • Ass't Editor: Mary Ann H. Bowen Joe Versaggi, Raritan Valley liaison Production: Lester W. Wolff 908-725-2316 (eves) Jonathan Woolley, Bergen liaison The New Jersey Association of Railroad Passengers, founded in 1980, 201-947-7316 (eves) is closely allied with the National Association of Railroad Passengers, based in Washington, D.C. [(202) 408-8362]. New Jersey Association of Railroad Passengers NEWSLETTER REPORT April 16, 2001 Page 3

Reprinted from The Record, Thursday, March 8, 2001 Pascack Line riders left waiting By PAT R. GILBERT, Staff Writer small piece of track while the passenger train continues to its destination. "They dropped the ball," said Orrin Getz, a Want to take a Pascack Valley Line train into Hoboken on a weekend? commuter and rail advocate from Rockland County, N.Y. "Secaucus How about a trip to the city in the afternoon? Maybe you just want to Transfer was the whole reason for doing this [installing sidings] in the commute to Hackensack from Manhattan. You were supposed to be first place. They said we'd have service in both directions, but all we're able to do those things by next year. Now you won't. having is the holes in the bagels." About 3,000 riders on NJ Transit's Pascack Valley Line who have Warsh is quick to point out, however, that his agency has spent expected weekend, reverse-peak, and off-peak service on the single- millions on the Secaucus Transfer, which is on schedule and on bud- track railroad won't get it by 2002 because of manpower problems. get. "[That is] miraculous in and of itself," he said. That news didn't sit well with opinionated Pascack Valley Line The Secaucus Transfer will allow commuters on the Main, riders on a recent evening at Hackensack's Essex Street station. Bergen, Pascack and other lines to transfer to a train bound for New "I feel the service is very inconvenient," said Shama Elliott, a York Penn Station instead of going to Hoboken first, saving passen- 24-year-old commuter from Hasbrouck Heights who stepped off the 6 gers 10 to 15 minutes. The project is more than 70 percent complete. p.m. train. "They should have it running all day. It's unacceptable." "We want weekend service on Pascack Valley," Warsh said. The hope was that the new service would coincide with the sched- "People shouldn't think we don't continue to lobby for this project." uled fall 2002 opening of the $448 million Secaucus Transfer station, There have been other challenges, manpower being the biggest, giving those on the Pascack Valley Line the option of traveling in either officials say. direction during off-peak hours and on weekends to New York Penn Sta- tion. The peak-hour service now is limited to Hoboken-bound during the The specialized track and signal work has to be done by NJ Tran- weekday morning rush hours and out of Hoboken for the evening rush. sit workers under their contract with the agency, and those same em- ployees are now working on big-ticket improvements, such as the But the $38 million plan to install pieces of track that would Secaucus Transfer, the new rail station at Newark Airport, and the allow passenger trains to pass slower freight trains is taking a back , and laying more track on the Main-Bergen lines seat to higher-priority jobs already being built, including the Secaucus to accommodate more riders. Transfer and a new rail station at Newark International Airport. "The reason [for the delay] is not dollars," said James Redeker, NJ Transit can't say when riders will get the new service, and NJ Transit's assistant executive director for planning. "The reason is maintains that the additional, 2,000-foot-long tracks -- called passing the work requires specialized track and signal work, which because of sidings -- are not necessary for the fall 2002 opening of Secaucus. But tremendous volume of what we have to do around the rest of the sys- the agency says it will soon add three more trains in each direction on tem, we don't have the staff resources in the field to do everything the Pascack Line, bringing the total to 10 each way during morning we'd like to deliver in time." and evening rush hours. That should accommodate the surge in riders expected from the Secaucus Transfer. Warsh said the agency also had to do an environmental impact study, "which was not without difficulty." The agency four months "No one should think that because we missed our target and hope ago got its notice from the federal government that the project caused of having it done prior to Secaucus Transfer [opening] that we're not no adverse environmental impact in the towns where the sidings are to spending millions of dollars on service to Main, Bergen, and Pascack be located -- a process that was delayed between six months to a year Valley riders," said NJ Transit Executive Director Jeffrey Warsh. "We because of opposition from some communities. can't allow people to dismiss $735 million worth of expenditures." The sidings would be in Nanuet, N.Y., Hackensack, Wood-Ridge, Warsh said that money is being spent on the Secaucus Transfer Teterboro, Park Ridge-Montvale, and Oradell. and other projects that will also benefit Pascack riders, including 200 new V rail cars ($200 million), 24 new electric locomotives Officials in some towns don't see a problem. Others are still fuming. ($123 million), 33 new diesel locomotives, and more. Sonja Hanlon, head of Oradell's environmental committee, said Commuters, however, are getting impatient. They want all that the town is "totally against" the siding, which would be placed be- was promised. tween a nursing home equipped with flammable oxygen tanks and a reservoir. There's also a gas pipeline that runs nearby, she said. Anthony DeVincenzo of Hackensack was trudging down Essex Street with his friend to a nearby bus stop on Hudson Street one evening. "Oradell Avenue and Kinderkamack Road can be a nightmare in Destination: Hoboken. "I can't even get to Hoboken if it's not during terms of traffic. If the idea to put the sidings there is to increase com- the morning rush hour," moaned DeVincenzo, sporting a Yankee cap muter travel on the railroad, that's a problem," said Oradell Mayor and jacket. "I don't drive, so that means I wind up taking two buses. I Fred LaMonica. think a lot of people would use the train service if they offered it." Park Ridge Mayor Richard Mancinelli said NJ Transit used the Teaneck resident Aaron Freeman walked off the Pascack train in timing of the Secaucus Transfer to help sell the siding project to Pascack Hackensack on his way home from his job at the World Trade Center. Valley mayors. Although he's disappointed that it won't be done in "I think there could be more trains during the day. If I leave work time for the Secaucus early, I have to take buses," he said, "and that gets rather horrendous." opening, he says it's more important to have the trains added during peak times to relieve overcrowding. Winding its way from Spring Valley, N.Y., through northern Mancinelli, a commuter who used the Pascack line until his job Bergen County to Hoboken, the Pascack Line is a single track railroad moved farther uptown, said he expects to get back on the line when he that carries 3,350 daily riders. In addition to allowing trains to bypass can go directly to New York's Penn Station. slower trains, the passing sidings are needed because with a single track, there is no ability to run trains in two directions at the same time. "You can't have it both ways. If you're trying to relieve conges- tion on the roads, to have to make mass transportation more conve- Also, NJ Transit shares the track with freight trains on weekends and nient and accessible, so I'm not opposed to the track enhancement," during off-peak hours. Without the sidings, a passenger train could get said Mancinelli. "We need it." stuck behind a freight train for hours -- not exactly conducive to stellar on-time performance. With a siding, a freight train could pull onto the Staff Writer Pat R. Gilbert's e-mail address is [email protected] New Jersey Association of Railroad Passengers NEWSLETTER REPORT April 16, 2001 Page 4

Reprinted from The Record, Thursday, March 15, 2001 Hey, Pascack Valley riders. Your weekend train won't come in until 2004. And Some People Are Fuming By PAT R. GILBERT, Staff Writer delayed by at least a year because of com- "A lot of the delay was centered munity opposition. It now is being side- around community input and the commu- NJ Transit officials said Wednesday that lined because the union workers they nity outreach process. That just takes riders on the Pascack Valley Line will need for the job are working on big-ticket time," Weinstein said. "And you know have to wait three more years to get the projects, such as the $448 million what? When we get our clock cleaned is weekend, off-peak, and reverse-commut- Secaucus Transfer and a rail station at when we ignore the communities." ing service they were promised by 2002. Newark International Airport. But riders are still angry. Last week, NJ Transit officials were "The money is there. It's not the "'Bergen County keeps being jilted," unable to predict when the service would money," said Weinstein, who also is NJ said Douglas Bowen, vice president of the come to the single-track railroad that now Transit's chairman. "There's certain work New Jersey Association of Railroad Pas- runs only during peak hours on weekdays. that has to be done by contract forces on sengers. "We need a clearer explanation But when pressed again Wednesday, they the railroad, and these projects have to of what's going on, because this is drag- said construction would start in 2003 and go through on a reasonable basis. If there's ging out. The date's already slipped. It was take a year to finish. a way we can [start building] before 2003, 2002, and now it's 2004. How can we even clearly we'll try and do it. The commuter be sure of that?" "This is a major blow to Bergen situation in Bergen County is clearly criti- County," said County Executive William cal, but you can only do so much." In an effort to speed things along, NJ "Pat" Schuber. "The delay is really unac- Transit officials said, 30 more union ceptable. We have been promised this in To offer weekend, reverse-peak, and workers have been hired. But because the 2002, and this one for Bergen could eas- off-peak service, NJ Transit must install signal and track work is so technical, it ily have been done. My goal will be to six 2,000-foot pieces of track called sid- takes up to two years to train them. move this up, even if I have to take it to ings -- to allow trains to pass other trains the governor." -- in Oradell, Park Ridge-Montvale, When asked for a response to Hackensack, Teterboro, Wood-Ridge, and Schuber's letter, Weinstein replied, "His Schuber, who dispatched an angry Nanuet, N.Y. job is to look after his constituents, and to letter to Transportation Commissioner the extent that we can be supportive, we're James Weinstein last week after The Weinstein said NJ Transit did not se- going to be. The money is there; we'll issue Record reported on the stalled service, cure the environmental go-ahead for the a contract for final design, and we'll con- called NJ Transit's explanations of the project until November and could not de- tinue [to advance] the rest of [NJ Transit's] delay "an inappropriate excuse." sign more than 30 percent of it before get- program, which benefits Bergen County." ting the approval. That approval came after NJ Transit said the $38 million discussions with the affected towns, some Staff Writer Pat R. Gilbert's e-mail address Pascack Valley expansion project was of which remain opposed to the project. is [email protected]

Montclair Connection Work: Warm Weather Brings Wires Doubts linger over the scheduled completion extend electrification without building any addi- observers to view both the Montclair Branch Bay deadline (fall of 2001) for the Montclair Connec- tional substations. Street Station and Boonton Line Walnut Street tion. But little doubt remains that construction stop from one vantage point – prompting addi- At the connection site itself, no wires nor has advanced. And, with the advent of spring, the tional speculation on whether one of the stops catenary support structures exist just yet, though pace has quickened – encouragement indeed to (Walnut Street is most often mentioned) might be those who have waited for part (or all?) of the 72 foundations for such structures are in place. But closed once the two lines are united as one. years that have passed since the project was first track crews have begun placing concrete ties in the As noted, the project’s completion date, proposed in 1929. Connection’s cut itself, while “shoe-fly” tracks and other prep work are under way at the though slated for autumn, is in some doubt. New NJ-ARP member Adam Otsuka, whose Connection’s northern end (just south of Walnut Jersey Transit has said it can easily commence Montclair home provides convenient oversight Street Station) where switches will be put in place. diesel train operations over the new route in time of the Boonton Line, reports constant-tension to meet the deadline, but some Montclair officials catenary wire has been strung on much of the Numerous observers have commented on have objected, demanding an “all-or-nothing” com- line’s track #2 (eastbound) from Walnut Street the noticeable grade (downhill for eastbound mencement of new service, in order to reinforce Station up to Upper Montclair Station, in one trains) the Connection offers, and speculated on their long-standing fears that NJT would simply quick April burst. Electrification will extend up what speed restrictions might be needed for such offer the municipality diesel-only service. NJT to Great Notch Station in Little Falls, Passaic a grade (combined with the “S-curve” nature of the sources privately tell NJ-ARP that could push the County – the furthest New Jersey Transit could Connection itself). The Connection also allows project’s completion back to January, 2002. New Jersey Association of Railroad Passengers NEWSLETTER REPORT April 16, 2001 Page 5

Reprinted from The Home News Tribune, Saturday, March 17, 2001 Two more reasons to build MOM rail A Home News Tribune editorial, 3/17/01 New figures on rail usage and population growth Or, perhaps they understand the rail would be a boost the belief that Middlesex County needs the benefit, but they lack the political courage to go proposed Monmouth-Ocean-Middlesex rail line, against vocal constituents who don't want com- which would run through the southern portion of muter trains running through their backyards. the county. Opponents in government wrongly contend the On Wednesday New Jersey Transit announced MOM line would spur development in their its bus and train ridership is soaring; agency relatively bucolic communities, but they only officials credit stable fares, new services, high need to turn their heads and realize accelerated employment levels and strong state and regional development already is happening and has been economies. The strongest growth was in New Jersey for some time. Transit's rail system, which enjoyed a 9.6 percent increase in riders from the same period in 1999. Improved local and regional zoning policies are the best way to stem unchecked housing starts This follows U.S. Census Bureau data released and massive business developments. The exclu- earlier in the month that revealed the greatest sion of necessary rail service is not. Rail service surge in people making Middlesex County their isn't the problem, it's an answer to the problem. home was in the southern third of the county -- the communities of Plainsboro, South Brun- Those tens of thousands of new residents need swick, Cranbury, Jamesburg and Monroe, the some way to get to work and other points be- area through which the MOM line would pass. yond, and there will be droves of additional The population of Plainsboro and Monroe bal- people settling in southern Middlesex County as looned more than 40 percent in the '90s, and this decade advances. Should all of them and Cranbury and Monroe were close behind in their cars be forced onto already choked Route 1, growth in the 20 percent to 39 percent range. the N.J. Turnpike and other main roadways? Even tiny Jamesburg saw its population pop by No way. more than 10 percent. The best leaders don't cower for fear of voter The ridership and population trends reinforce backlash, they try to persuade the public there's the notion that local and county officials who a better way. It's time for some persuading; the oppose the MOM line aren't thinking straight. facts say so.

[Editors Note: The above reprint also appeared in the March 20, 2001 edition of OBSERVATIONS. We felt it important enough to reprint here for our entire membership to read.]

ODDS & ENDS A number of special thank-yous this month to members who have done yeoman’s work on your behalf: Adam Otsuka, of Upper Montclair, has been instrumental Carol Ann Thomas has taken a leadership role in plan- in drafting up suggestions for a Hoboken train schedule to ning our Patron Lunch which will take place on Saturday, May minimize the effects of the upcoming Bergen Tunnel rehabili- 5 in Riverside, NJ. As of this writing, we have a dozen patron tation now scheduled for late June. Adam was assisted by members! Ralph Braskett, who selflessly gave of his time. A great big thanks to Bill Wright for setting us up for the Win Greenleaf continues blanketing the north-central part of TransAction Conference in Atlantic City. Thanks also goes to the state with our brochures. His efforts are very much appreciated. Bill Nikel for staffing our table in the Exhibit Hall. New Jersey Association of Railroad Passengers NEWSLETTER REPORT April 16, 2001 Page 6

Reprinted from The Jersey Journal, Friday, April 6, 2001 He’d have MTA take over PATH, 2 NJT lines

By Journal staff At least one commuter advocate, who has been calling for a one-fare system, supports the idea of re- The new head of the Metropolitan Transportation Author- gionalizing public transportation across the Hudson ity thinks PATH and two NJ Transit lines should be run by River. the New York agency as part of a regionalization effort. "It was interesting to see Peter Kalikow's input. A Port Authority of New York and New Jersey He takes a very regional view of the MTA. I think we spokesman said yesterday that MTA Chairman Peter have to head down that direction to allow people to Kalikow's recently published idea never came through cross the Hudson and head to uptown Manhattan for the P.A. offices. one fare," said Leonard Resto, president of the New Jersey Association of Railroad Passengers. Kakilow is a principal in H.J. Kalikow and Co., a leading New York real estate firm, and was appointed Kalikow, who was formerly vice chairman of the chairman of the MTA by New York Gov. George Pataki MTA's board, is also a Port Authority commissioner. less than two months ago. Kelly said he would resign from that post because the unpaid MTA job requires "day-to-day" attention. Although Kalikow did not return calls for com- ment yesterday, MTA spokesman Tom Kelly confirmed Port Authority spokesman Allen Morrison said he reports that the chairman believes placing the 13-sta- had never heard Kalikow's views of regionalization. tion PATH system and NJ Transit's Port Jervis and Pascack Valley lines under the MTA would be more "We think it (PATH) works well as it is being man- efficient. The change would allow riders to transfer from aged now," Morrison said. "For example, the commis- New Jersey commuter trains to the MTA's subways, sioner approved the first phase of a $1 billion improve- trains or buses for one fare. ment plan. Hopefully people will feel like we're doing something good with their investment." It's a thought that enjoys the support of New York officials, Kelly said. The P.A. Board of Commissioners yesterday ap- proved the replacement or rehabilitation of 340 cars in "But it would have to be approved by the New Jersey the aging PATH fleet and will provide a new signal sys- authorities," he added. tem that, Port Authority officials say, will improve ser- vice reliability. NJ Transit declined comment. This is the biggest investment in PATH since the The Port Authority and the MTA have had ongo- Port Authority purchased what was then known as the ing negotiations to create a "SmartCard" technology Hudson and Manhattan Railroad in 1962. that would allow PATH users to hop on the MTA's sys- tem, and vice versa, for one fare. Officials have offered It will take the agency an estimated seven years to no date for the SmartCard or the possibility that the upgrade the system. MTA's MetroCard could be used to ride PATH. "This new signal system will provide PATH with Complaints of having to pay one fare to get from the most modern and efficient train control technology New Jersey to New York and then to pay another to available. This will translate into more effective and move within the city grew louder recently when the reliable service for our customers for years to come," price of a PATH ride went up by 50 percent last month said Michael DePallo, director and general manager to $1.50 for a one-way trip. of PATH.

NJ-ARP MEETING SCHEDULE May 5 Sat., 11:00 am NJ-ARP Patrons’ Luncheon, Riverside, N.J. May 16 Wed., 6:30 pm Location to be advised June 13 Wed., 6:30pm George’s Restaurant, Bound Brook July 14 Sat., 12:00 Noon Medford-Home of C arol Ann Thomas If you wish to attend meetings, contact NJ-ARP at (201-798-6137) at least five (5) days prior to the meeting. Please leave your name and telephone number. New Jersey Association of Railroad Passengers NEWSLETTER REPORT April 16, 2001 Page 7

CMSL Service to Tuckahoe Still an Elusive Prospect

“Will Cape May Seashore Lines reach Informed of such progress late last tion between CMSL and NJT’s Atlantic Tuckahoe this year?” NJ-ARP has been summer, NJT fell back to its next ob- City Line service. asked repeatedly. Our sad response: Not stacle: CMSL had to commit funds to But NJ-ARP remains frustrated by in 2001. rehabilitating roughly 14 miles of right- NJT’s unwillingness to reach consensus of-way to Tuckahoe before it was granted One year after New Jersey Transit with a proven tenant and a good partner. trackage rights of any kind to Winslow promised to expedite the issue of track- CMSL has proven its responsibility on Junction. Meanwhile, in Trenton, the state age rights on its Cape May Branch, Cape the NJT property it currently operates on, Department of Transportation is ready to May Seashore Lines (CMSL) remains and deserves the chance to demonstrate release at least $2 million for the reha- waiting while NJT officials delay and the same good-tenant capability, certainly bilitation – but only after CMSL is granted dicker over whether those rights are for as a passenger train operator, on the en- tenancy. NJ-ARP Cape May Liaison passenger use, or for passenger and freight tire Cape May Branch north to Tuckahoe. Paul Mulligan, not given to hyperbole, potential, and who should fix the track notes this is a classic case of “Catch-22.” CMSL also is pursuing freight ser- when, and with what money. vice opportunities south of Tuckahoe. NJ-ARP Indeed, at times NJT officials appear officials at TransAction One proposal would be in conjunction 2001 repeated the group’s entreaty to determined to thwart any extension of with shortline operator Southern Rail- CMSL service north of its current pas- New Jersey Transit officials (including road of New Jersey, according to SRNJ to Executive Director Jeff Warsh), not- senger terminus, Cape May Park & Zoo. Vice President Tom Collard. Collard, in First, NJT said CMSL had to clear any ing Cape May Branch passenger service a gentle rebuke to NJ-ARP references of is on NJT’s own “Transportation 2020” passenger trackage right issues with CSX “friction” between SRNJ and CMSL, Corp. and Shared Assets, NJT’s list, and noting that state funds are avail- outlined a joint SRNJ/CMSL proposal un- able to upgrade the right-of-way. freight tenant on the Cape May Branch der discussion in a recent letter to NJ-ARP. between Tuckahoe and Winslow Junc- Paradoxically, NJT has done its best tion. But in 2000, Conrail officials as- to spotlight CMSL’s role in southern Passenger service, freight opportu- sured both CMSL and NJ-ARP that the New Jersey by expediting CMSL equip- nity, and identified funding. To NJ-ARP, Class I freight railroad has “no problems” ment moves to Atlantic City for both that sounds like a winning plan. Yet NJT either with CMSL passenger operations TransAction 2000 and TransAction 2001. at times seems oblivious to the opportu- north of Tuckahoe, or in freight hand- And NJT itself has “talked up” potential nity – and a chance for a low-cost rail offs at Tuckahoe to CMSL. transfer opportunities at Winslow Junc- upgrade in southern New Jersey.

WE COME BACK FOR MORE More punishment, if a rail proposal is beaten back. (Take MOM: The NIMBYs won once, then just thought we’d fade away.) More growth, if a rail project germinates. (SNJLRT to Trenton? Let’s do it.) More brainstorming, if someone floats something new. (Lots of good ideas abound; what’s yours? NJ-ARP would love to hear it.) For two decades, more rail has been NJ-ARP’s goal, to help make New Jersey’s car-confined culture a little more free. And we don’t plan to rest until all 21 counties in the state – and the people living in them – have an option to do more than just answer to the automobile. Whether it’s rail, light rail, ferry, bus, or even bicycle, New Jersey deserves better. New Jersey riders deserve more. And the more voices that join NJ-ARP, all the more often that planners and politicians will address the need for balanced transportation options. Who could ask for anything more? Join NJ-ARP – and add your voice. The more voices, the more the impact!

[ ] Basic $20.00 [ ] Family $30.00 [ ] Sustaining $50.00 [ ] Patron $100.00 [ ] Student/Senior $10.00 (Up to 3 People) ❏ Enclosed is $_____ for ____ membership(s) in NJ-ARP. Name Address City/State Zip Phone (day) (eve) news.0104.arp New Jersey Association of Railroad Passengers NEWSLETTER REPORT April 16, 2001 Page 8

HBLRT Marks First Birthday City Subway Extension Opening with Growth, Growing Pains Keeps Slip-Sliding Away April 15 marks the one-year anniversary of Hudson-Bergen Light It was supposed to debut in 2000. But an opening date for adding one Rail Transit (HBLRT) operation, and from NJ-ARP’s point of mile of light rail service to the Newark City Subway system contin- view, the transit “baby” shows signs of good health and growth. ues to elude New Jersey Transit and potential LRT riders. But like all youngsters, it also has its problems. Squabbles with one contractor last year delayed the extension, Average weekday ridership topped 8,700 passenger trips in the but catenary is now in place and energized, and new Kinki Sharyo first week of April, short of the 10,000 benchmark set by NJ Transit LRT cars (part of the HBLRT order) have been seen running on the last year, but not critically so. In fact, ridership has grown slowly and new track between Branch Brook Park Station (the current terminus) steadily throughout the first year, getting a modest but measurable and Grove Street in Bloomfield. Still, NJT sources tell NJ-ARP boost when limited HBLRT service was extended northward to the spring 2001 deadline, set last fall after a 2000 deadline melted (Pavonia/)Newport station and the shopping mall last November. away, is "ephemeral" and likely will not be met. The problems? Sluggish speeds between Exchange Place and That's frustrated NJ-ARP – and more than a few railfans Liberty Science Center, due in part to Paulus Hook NIMBYs fear of itching to celebrate any "Last Run of the PCCs" the new extension neighborhood carnage. “Signal priority” which, in fact, gives auto- will help herald. Already, several "last days" have come and gone. mobiles the priority all too often, as opposed to “signal pre-emp- NJ-ARP's concerns are more prosaic. City Subway ridership, tion.” Lack of signage between HBLRT and PATH (though rebounding strongly in the mid-1990s to more than 16,000 custom- HBLRT cars indicate PATH transfers, at least). ers per day, now hovers at an anemic 6,000, as substitute schedules, substitute bus service, construction obstacles and continued general Service to Newport will be augmented this month as “Bayonne confusion have cut into the customer base. leg” LRT runs are extended north of Harborside to join their “West Side leg” brethren. , with all kinds of intermodal A speedy resolution (and expansion) of LRT service into LRT/train/bus/PATH/ferry opportunities, remains one tantalizing Belleville and Bloomfield is desirable, and we hope NJ Transit

mile away, out of reach until (officially) the summer of 2002. delivers without too many more delays.

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